Lateral-motion appliance for locomotive driving boxes



F. I. SCOI/ILLE.

LATERAL MOTION APPLIANCE FOR `LOCOIIIOTIVIE DRIVING BOXES. APPLICATION IILED IuLY 27,1922.

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F. F. SCOVILLE.

LATERAL MOIION APPLIANCE FOR LOCOMOTIVE DRIVING BOXES.

APPLICATION FILED JULY 27.1922. 1,430,829. PatentedSept. 26, 1922.

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APPLICATION FILED JULY 27,1922. 1,43%3295 PatentedSept. 26, 1922.

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Patented Sept. .'26, i922.

sanare LATERAL-MOTION APIPLIANCE FOR LOCOMOTIVE DRIVING' BOXES.

application flied July 27,

To all whom t may concern:

Be it known that I, FRANK F. ScovILLE, a citizen of the United States, and a resident of Schenectady, in the county of Schenectady and State of New York, have invented a certain new and useful Improvement in Lateral-Motion Appliances for Locomotive Driving Boxes, of which improvement the following is a specification.

My invention relates to means for affording and controlling lateral motion in the driving boxes of locomotive engines, and its object is to provide such means which will be specially adaptable in locomotive engines having comparatively long wheel bases, without involving modification of standard frame construction.

The improvement claimed is hereinafter fully set forth.

ln the accompanying drawings: Figure 1 is a transverse section through the frame members of a locomotive engine, illustrating, half in vertical central section and half in side elevation, an application of my 1nvention; Fig. 2,' a view, half in horizontal section through the supporting beam, and half in plan, of the same; Fig. 3, a transverse section through the spring supporting beam; Fig. 4c, a View, partly in elevation and partly in section, of a driving box saddle; Fig. 5, a side view, in elevation, of a spring supporting beam lever; Figs. G and 7, views, taken similarly to Figs. 1 and 2, respectively, illustrating a structural modification; Fig. 8, a transverse section through the spring supporting beam, the left hand half being taken on the line a a. of Fig. 6, and the right hand half on the line 7o b thereof; Fig. 9, a side view, in elevation, of a spring supporting beam lever; Fig. 10, a view, taken similarly to Fig. 1, illustrating another structural modiiication; Fig. 11, a plan view of the same; Fig. 12, a view of a driving box saddle, the left hand half showing a transverse section through one of the spring sea-ts, on the line c c of Fig. 10, and the right hand half, a similar section through the spring supporting beam, on the line Z thereof; Fig. 13, a side view, in elevation, of a spring seat; Fig. 14, a transverse section through the frame members, and a Vertical longitudinal central section through the spring supporting beam, illustrating anotherlstructural modification; Fig. 15, a plan View of 1922. serial No. 577,835,

the same; and, Fig. 16, a transverse section through the spring supporting beam, the left hand half being taken at the line e e of Fig. 14, and the right hand half, on the linev f f thereof. In the practice of my invention, referring descriptively vto the specific embodiment thereof `which 'is herein exemplified, and first to Figs. 1 to 5 inclusive, the driving boxes, 4, are fitted, in the' usual manner, iny the pedestal jaws, 3, of -the side frame members, 1, and the 'portion of the weight of the locomotive vwhich is carried on the driving axle `J'ournalled in said driving boxes, is transmitted thereto through springs. (not shown) which bear on spring seats, 10a, at the ends of a yoke or spring supporting beam, 10, of inverted U or channel form, extending transversely on the locomotive, and adapted to move vertically, relatively to the side frame members.

-The spring supporting beam, 10, is supported, near its ends, on the driving boxes, by saddles, 11a, of inverted U form, fitting freely over the side frame members, l, and secured to the inner ends of the driving boxes, 4, by bolts, 11b, double armed levers, 16, fulcrumed on the spring supporting beam, and bearing, at their outer ends, on the driving box saddles, being interposed between said members. the levers, 16, bear lonvarms, 17a, extending laterally from the tops of two rockers, 17, which are journalled'on pins, 17h, `fixed transversely in the spring supporting beam, near the middle of its length, from which The inner ends ofv beam the rockers extend downwardly. The y two rockers are coupled together by a` pin,`

17, extending through lugs, 17d, projecting from the rockers, in opposite direction to the arms, 17a.

Each of the rockers, 17, carries, o n its lower end, a pin, 17e, which is fitted to traverse freely in longitudinal slots, 18",- formed in a block, 18a, which is fixed on one end of one of a pair ofvthrust bars, 18, the opposite end of which is coupled byva pin, 18C, to the side frame member further from the rocker. The thrust bars are located on opposite sides of the spring supporting iio limited to a predetermined degree, by a transverse stop bar, 10h, .formed on the; spring supporting beam.

ln the operation of an appliance organized substantially as above described, as the driving box at the left hand side of Fig. 1 is forced inwardly by the pressure of the adjoining wheel hub, when the locomotive is traversing a curve of the track, the pressure of the pin, 17e, of the left hand rocker, 17, on the block, 18a, of the right hand thrust bar, 18, swings said rocker to the left, about the axis of its bearing pin, 17h. Such movement of the rocker lifts the adjoining arm of the adjacent lever, 16, which, in turn, lifts the left hand end of the spring supporting beam, l0, which rests on said lever. By reason of the two rockers being coupled together by the pin, 17C, the opposite end of the spring supporting beam is similarly and coincidently lifted, the thrust bar which is coupled to the left hand side frame member permitting movement of the right hand rocker by the slot in its block. The thrust bars being adjusted to proper length to relieve the. contact of the rockers and stop bar, 10b, the rockers will be brought into action upon the least transverse motion of the driving boxes. rlhe stability of the saddles in the operation is ensured by their rigid connection to the driving boxes. Upon the return of the driving boxes to normal position by the passage of the locomotive to a tangent of the track, the superimposed weight on the supporting beam returns it to its normal level.

The structural modii'ication shown in Figs. 6 to 9 inclusive, illustrates the attainment of the same centering action as in the construction above described by the interposition of driving box saddles and levers between the driving boxes and spring supporting beam. ln this instance, `the levers, 16a, are, as in the construction first described, fulcrumed on the spring supporting beam, 10, and bear, at their outer ends, on vthe driving box saddles, 111. Bearing plates, 10, are interposed between the levers and the spring supporting beam, and endwise movement of the latter, following such movement of the driving boxes, is prevented by guide lugs, 10d, projecting downwardly from the beam and bearing on wear plates, 1a, fixed on the side frame members, 1. Said guide lugs ensure the truly vertical movements of the spring supporting beam.

Longitudinal slots,rjl6l, having oppositely inclined cam faces, 16C, at their tops, ai'e formed in the side webs of the levers, 16, through which slots, pins, 17m), extend, said pins being hushed and journalled in the side membersof the spring supporting beam. As the levers, 16a, are moved about their fulcrums on the beam, by the movements of the driving boxes and saddles, transversely to the locomotive, the beam is lifted by the cam faces of the levers riding across the pins, lab, or pern'iitted to be lowered by the superimposed weight, as the locomotive passes from a tangent to acurve of the track, or vice versa.

Figs. 1() to 13 inclusive, illustrate a structural modification in which the spring supporting beam is composed of three separate sections, to wit: a main body, 10F, and two end spring seat sections, 10a, articulated to the ends thereof by pins, 100. rhe bottoms of the spring seat sections are out wardly and downwardly inclined, and bear on correspondingly inclined surfaces on the tops of the driving box saddles, 11a, prefer ably as shown, through the interposition of rollers, 20, to reduce friction, although the latter are not essential. rl`he spring seats are maintained substantially in vertical line with the side frame members, by links, 19, extending transversely on opposite sides of the spring supporting beam, said links being articulated by pins, 19, to one of the side frame men'ibers, 1, and coupled, at their opposite ends, to the spring seat section, 10m, on the opposite side frame member. rlhe articulations of the spring seat sections to the body of the spring supporting beam, permit the perfect setting of said sections, whether their level is or is not uniform, and the length of the links, 19, is sufhcient to cause the vertical arcs of the movement of the pins of the spring seats, to approximate, within reasonable limits, straight vertical lines.

Another structural modification, involving .the same operative principle, is shown in Figs. 1-1 to 1G inclusive. ln this instance, as in those before described, the spring .supporting beam, 10, is supported on the driv-A ing box saddles, 11a, through the .intermediation of levers, which are fulcrumed on the beam and bear on the driving box saddles. The levers, 16", are projected downwardly, so as to form crank arms, 1e, the lower ends of which stand in contact with the wear plates, 1, of the side frame members, when the driving boxes are in their normal middle positions.l lWhen the driving boxes are moved laterally, one of said crank arms, as, say, that to the right in Fig. 1st, is swung upon its fulcrum on the spring supporting beam, 10, by its bearing against the rubbing plate of the adjoining side. frame member, and thereby raises the spring supporting beam. Only one of. the crank arms operates in each lateral movement of the driving boxes, and the extent of lift imparted to the spring supporting beam must be twice as great as when both ends are raised, in order to 'effect the same centering action. With this construction, the middle portion of theV of a side frame; a driving box, iitted, with the capacity of lateral movement, therein; a spring supporting beam, which is vertically movable relatively to the driving box; and a lever, fulcrumed on the spring sup porting beam and exerting bearing thereon and on the driving box, by which pressure is transmitted from one to the other of said members.

2. In a locomotive engine, the combination of a side frame; a driving box, fitted, with the capacity of lateral movement, therein; a spring saddle, fixed to said driving box; a spring supporting beam, which is vertically movable relatively to the driving box; and a lever, fulcrumed on the spring supporting beam and exerting bearing thereon and on the spring saddle, by which pressure is transmitted from one to the other of said members.

3. In a locomotive engine, the combination of a side frame; a driving box, fitted, with the capacity of lateral movement, therein; a spring supporting beam, which is vertically movable relatively to the driving box; a lever, ulcrumed on the spring supporting beam, and exerting bearing on the driving box; and means for transmitting pressure between said lever and the spring supporting beam.

4i. In a locomotive engine, the combination of a side frame; a driving box, fitted, with the capacity of lateral movement, therein; a spring supporting beam, which is vertically movable, relatively to the driving box; a lever, fulcrumed5 on the spring supporting beam, and exerting bearing on the driving box; and a rocking arm, journalled on the spring supporting beam and transmitting pressure between said beam and said lever.

5. ln a locomotive engine, the combination of a side frame; a driving box, fitted, with the capacity of lateral movement, therein; a spring supporting beam, which is vertically movable, relatively to the driving box; a lever, ulcrumed on the spring supporting beam, and exerting bearing on the driving box; a rocking arm, journalled on the spring supporting beam and transmitting pressure between said beam and said lever; and a thrust bar, connected to the locomotive frame, against which said rocking arm bears.

6. In a locomotive engine, the combination of a side frame; a driving box, fitted, with the capacity of lateral movement, therein; a spring supporting beam, which is vertically movable, relatively to the driving box; a lever, fulcrumed on the spring supporting beam, and exerting bearing on the driving box; a rocking arm, journalledv lsaid lever; and a stop, fixed on the spring supporting beam and limiting the traverse ot' the rocking arm.

7. In a locomotive engine,the combination of two side frame members; driving boxes, fitted, with the capacity of lateral motion7 therein; a spring supporting beam, which is vertically movable, relatively to the driving boxes; levers ulcrumed in the spring supporting beam, and exerting bearing on the driving boxes; rocking arms, ournalled in the spring supporting beam, and transmitting pressure between said beam and said levers; and thrust bars, each coupled to one of the side frame members, and bearing, at its free end, on the rocking arm `which acts upon the lever of the driving box oi' the opposite side frame member.

8. In a locomotive engine, the combination of two side frame members; driving boxes, fitted, with the capacity of lateral motion, therein; a spring supporting beam, which is vertically movable, relatively to the driving boxes; levers, fulcrumed in the lspring supporting beam and exerting bearing on the driving boxes; rockers, journalled in the spring supporting beam and having arms transmitting pressure between said beam and said levers; a coupling, connect ing said rockers; and thrust bars, each coupled to one of the side frame members, and bearing, at its free end, on the rocker which acts upon the lever of the driving box of the opposite side framey member.

9. In a lateral motion driving box appliance for locomotive engines, a spring supporting beam or" inverted U or channel section, having spring seats at the ends of its top member; lever bearings on the inner side of its top member; and bearings for rockers, in its side members.

FRANK r. soovmnn Witnesses WM. SEMPLE, S. M. PAINTER. 

